CN112770288A - Operation and maintenance system and method of vehicle-road cooperative system applied to expressway scene - Google Patents

Operation and maintenance system and method of vehicle-road cooperative system applied to expressway scene Download PDF

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CN112770288A
CN112770288A CN202011610146.XA CN202011610146A CN112770288A CN 112770288 A CN112770288 A CN 112770288A CN 202011610146 A CN202011610146 A CN 202011610146A CN 112770288 A CN112770288 A CN 112770288A
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vehicle
road
area
time
merging
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CN112770288B (en
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童星
徐磊
曹正彬
阚欣
王熙宇
陈珂
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Shandong High Speed Information Group Co Ltd
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Shandong High Speed Information Group Co Ltd
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    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/10—Protocols in which an application is distributed across nodes in the network
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W24/00—Supervisory, monitoring or testing arrangements
    • H04W24/02—Arrangements for optimising operational condition

Abstract

A vehicle-road cooperative system operation and maintenance system and method applied to a highway scene comprises the following modules: the vehicle end is used for collecting and uploading running information, and receiving and sending control information; the server side is used for collecting the driving information sent by the vehicle side and sending control information to the vehicle side; the server side comprises a central server and a plurality of edge servers in signal communication with the central server, the edge servers are in signal communication with the vehicle side, the road side is partitioned according to the path distance and/or function distribution to obtain sub-areas, one edge server is arranged in each sub-area, and the edge servers are arranged. According to the method and the device, the edge server is arranged between the vehicle end and the center server, and the edge server is stronger in timeliness and quicker in processing.

Description

Operation and maintenance system and method of vehicle-road cooperative system applied to expressway scene
Technical Field
The application relates to a vehicle-road cooperative system operation and maintenance system and method applied to a highway scene.
Background
The vehicle-road cooperative system adopts the technologies of wireless communication and the like, implements vehicle-vehicle and vehicle-road dynamic real-time information interaction in all directions, develops vehicle active safety control and road cooperative management on the basis of full-time space dynamic traffic information acquisition and fusion, fully realizes effective cooperation of human and vehicle roads, ensures traffic safety, improves traffic efficiency, and forms a safe, efficient and environment-friendly road traffic system. The main research direction at the present stage is how to effectively realize vehicle-road cooperation, which essentially requires timeliness of information transmission and accuracy of control, but there is a sharp contradiction between timeliness and accuracy.
Disclosure of Invention
In order to solve the above problems, the present application discloses, on one hand, an operation and maintenance system of a vehicle-road coordination system applied in a highway scene, including the following modules:
the vehicle end is used for collecting and uploading running information, and receiving and sending control information;
the server side is used for collecting the driving information sent by the vehicle side and sending control information to the vehicle side;
the server side comprises a central server and a plurality of edge servers in signal communication with the central server, the edge servers are in signal communication with the vehicle side, the road side is partitioned according to the path distance and/or function distribution to obtain sub-areas, one edge server is arranged in each sub-area, and the edge servers are arranged. This application sets up the edge server between vehicle end and central server, the edge server is when handling, the ageing is stronger, it is more rapid to handle, and transmit required information for central server after carrying out the processing screening with the information of traveling, central server plays the bridge effect, can be according to the request of other servers and give the sending of information, also can be according to predetermined rule, directly send the secondary information of traveling for other edge servers, with holistic ageing of great improvement, guarantee the reliability of lane cooperation.
Preferably, the edge server is used for interacting the driving information and the control information with the vehicle end in the sub-area; and the central server is used for receiving the secondary driving information uploaded after the processing of the edge server and transmitting the secondary driving information to other required edge servers.
Preferably, the vehicle-mounted terminal further comprises an auxiliary terminal matched with the edge server, the auxiliary terminal is used for collecting the driving information and sending the driving information to the central server when the edge server fails or the service capacity is insufficient, the central server sends the control information to the auxiliary terminal after processing, and the auxiliary terminal transmits the information to the vehicle end.
Preferably, a plurality of monitoring terminals are further arranged in the sub-area and communicated with the edge server, and each monitoring terminal comprises a vehicle monitoring unit and a road monitoring unit.
Preferably, the sub-area includes a linear sub-area and a confluence sub-area, the linear sub-area is a road without branches, and the confluence sub-area is a road with a threshold length and a plurality of branches.
On the other hand, the method for operating and maintaining the vehicle-road cooperative system applied to the expressway scene is also disclosed, and comprises the following steps:
the edge server collects the driving information sent by the vehicle end and sends control information to the vehicle end according to the analysis of the driving information;
the edge server processes secondary driving information obtained by the driving information and sends the secondary driving information to the central server;
when the edge server generates the control information, it requests the center server to acquire the secondary driving information of the other edge servers.
Preferably, the sub-area includes a linear sub-area and a confluence sub-area, the linear sub-area is a road without branches, and the confluence sub-area is a road with a threshold length and a plurality of branches.
Preferably, the bus-bar area is controlled as follows:
the edge server obtains vehicle information in a confluence subarea;
the edge server distributes the confluence sequence and confluence time according to the vehicle information;
and the edge server plans the vehicle running track based on the confluence time and transmits control information back to the vehicle. According to the method and the device, the ramp confluence control model based on the edge server is constructed to realize efficient distribution of sequence and time of main road and ramp vehicles passing through the merging area, and finally, the shortest total passing time and the least oil consumption of the vehicles passing through the ramp merging area are realized.
Preferably, the confluence sub-region comprises a merging region, and a main road and an auxiliary road which are connected into the merging region, wherein the length of the main road and the auxiliary road is not less than 500 m. If the required driving data is divided into other subareas, the required driving data is obtained by requesting the central server from the edge server.
Preferably, the confluence order and confluence time are determined as follows:
obtaining an initial merging sequence according to vehicle information and a first-in first-out based strategy;
adjusting the initial merging sequence based on the same-road priority strategy to obtain a corrected merging sequence;
and distributing confluence time for the vehicles in the confluence subarea according to the corrected merging sequence.
Preferably, the initial merging order is obtained as follows:
assuming that the vehicle k runs at a constant speed in the control area, the initial speed of each vehicle G (G e G ═ 1, 2., | G | } on the main road
Figure BDA0002871166310000031
And the initial distance from the merge area
Figure BDA0002871166310000032
The initial speed of each vehicle R (R belongs to R { | G | +1, | G | +2, · M | + | G | } on the auxiliary road
Figure BDA0002871166310000033
And the initial distance from the merge area
Figure BDA0002871166310000034
According to the time of each vehicle reaching the merge area, obtaining an initial sequence L ═ { L ═ of the vehicles reaching the merge areai|i＝1，2...，|G|+|R|}。
Preferably, the modified merging order is obtained as follows:
during traversal of the initialized merge order, a swap operation occurs when the following conditions are satisfied:
when l isiAnd li-2For joining vehicles on a side road,/i-1And li+1If the following formula is satisfied for the main road vehicle, exchange li-1And liPosition in the merging order:
Figure BDA0002871166310000035
wherein
Figure BDA0002871166310000036
For a vehicle li-2The time from the initial speed to the merging area,
Figure BDA0002871166310000037
for a vehicle liThe fastest time to merge is calculated as follows:
Figure BDA0002871166310000041
in the formula: v. ofmaxThe maximum speed of the vehicle allowed to pass on the road,
Figure BDA0002871166310000042
is the maximum acceleration allowed for the vehicle k,
Figure BDA0002871166310000043
the speed at which vehicle k reaches the merge area;
when l isiAnd li-2For vehicles in the main lane,. li-1And li+1If the following formula is satisfied when a vehicle is to be connected to the auxiliary road, exchange li-1And liPosition in the merging order:
Figure BDA0002871166310000044
preferably, the vehicle assigned merging time is obtained as follows:
for the corrected merging sequence S ═ S { [ S ]iFirst vehicle s of | i ═ 1, 2., | G | + | R | }1If the vehicle is in the same lane as the last vehicle in the previous merge sequence, the merge time assigned to vehicle s1 is given by:
Figure BDA0002871166310000045
in the formula:
Figure BDA0002871166310000046
for vehicles s1The distributed merging time is K, and K is the last vehicle in the last merging sequence;
if vehicle s1 is not in the same lane as the last vehicle in the previous merge sequence, the pair is assigned to vehicle s1The combination time of (a) is shown as follows:
Figure BDA0002871166310000047
for the remaining vehicles in the merge order, if vehicle si-1And a vehicle siOn the same lane, to the assigned vehicle s1The combination time of (a) is shown as follows:
Figure BDA0002871166310000048
if the vehicle si-1And a vehicle siOn the same lane, the merge time assigned to vehicle s1 is given by:
Figure BDA0002871166310000049
preferably, the time for the vehicles to reach the merging area is obtained based on the confluence time and oil consumption optimization, and the driving track of each vehicle is planned, so that the oil consumption of each vehicle is minimum.
Preferably, the oil consumption is calculated according to the following formula:
Figure BDA0002871166310000051
in the formula:
Figure BDA0002871166310000052
and
Figure BDA0002871166310000053
for the real-time acceleration and speed of the vehicle k, q0～q3And p0～p3Is a constant term; the vehicle driving track planning problem with the fuel consumption model as the objective function is a constrained nonlinear optimization problem, and the requirement of vehicle real-time performance cannot be met due to huge calculation amount caused by non-convexity and nonlinearity of the vehicle driving track planning problem. The invention disperses the vehicle track planning problem into a dynamic planning problem to solve.
By setting the time step to Δ t, the velocity resolution to Δ v, and the acceleration resolution to Δ v, respectively
Figure BDA0002871166310000054
Discretizing a vehicle trajectory planning problem. For each vehicle k, from the initial time 0 to the merge time
Figure BDA0002871166310000055
Is divided into finite phases at Δ t time intervals;
initial state of each stage
Figure BDA0002871166310000056
Wherein
Figure BDA0002871166310000057
vminFor the road to allow a minimum speed of the passing vehicle,
Figure BDA0002871166310000058
the distance from the vehicle k to the merging area at the moment t; the decision of each phase is the acceleration taken at the Δ t time interval
Figure BDA0002871166310000059
Wherein
Figure BDA00028711663100000510
The initial state and the decision of each stage affect the initial state of the next stage for the maximum deceleration allowed by the vehicle k, and the evaluation function corresponding to each decision is the reciprocal of the fuel consumption in the time interval of delta t and is shown by the following formula:
Figure BDA00028711663100000511
in the formula: t is twIs the initial moment of the current stage;
solving the dynamic planning model obtained in the step 2 by using an inverse sequence solution of dynamic planning to obtain the optimal running track plan of each vehicle, namely an acceleration decision sequence
Figure BDA00028711663100000512
Where W is the number of divided time segments. The method and the system realize the vehicle track planning in the main road and the connected auxiliary road under the merging scene of the automatic driving ramps, and finally reduce the time when the vehicle passes through the merging areaAnd oil consumption.
This application can bring following beneficial effect:
1. according to the method, the edge server is arranged between the vehicle end and the central server, when the edge server processes the driving information, the timeliness is stronger, the processing is quicker, the driving information is processed and screened, then the required information is transmitted to the central server, the central server plays a role of a bridge, the information can be sent according to the request of other servers, or the secondary driving information can be directly sent to other edge servers according to a preset rule, so that the overall timeliness is greatly improved, and the reliability of vehicle-road cooperation is ensured;
2. the method has the advantages that the vehicle running track planning problem with the oil consumption model as the objective function is a constrained nonlinear optimization problem, the requirement on vehicle real-time performance cannot be met due to huge calculation amount caused by non-convexity and nonlinearity of the vehicle, the vehicle track planning problem is dispersed into a dynamic planning problem to be solved, the characteristic that real-time edge optimization can be carried out by moving an edge host on the ground is achieved, and the dependence on a central server is eliminated as far as possible.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a schematic flow chart of a first embodiment;
FIG. 2 is a schematic view of a flow section of a second embodiment;
FIG. 3 is a flow chart illustrating the control of the bus sub-area.
Detailed Description
In order to clearly explain the technical features of the present invention, the present application will be explained in detail by the following embodiments in combination with the accompanying drawings.
In a first embodiment, as shown in fig. 1, an operation and maintenance system of a vehicle-road coordination system applied in an expressway scene includes the following modules:
the vehicle terminal 101 is used for collecting and uploading running information, and receiving and sending control information;
the server side is used for collecting the driving information sent by the vehicle side 101 and sending control information to the vehicle side 101;
the server side comprises a central server 102 and a plurality of edge servers 103 in signal communication with the central server 102, the edge servers 103 are used for being in signal communication with the vehicle side 101, the roadside is partitioned according to the path distance and/or the function distribution to obtain sub-areas 104, one edge server 103 is arranged in each sub-area 104, and the edge servers 103 are arranged. The edge server 103 is used for interacting the driving information and the control information with the vehicle end 101 in the sub-area 104; the central server 102 is configured to receive the secondary driving information uploaded after being processed by the edge server 103, and transmit the secondary driving information to another edge server 103 as needed.
The vehicle-mounted intelligent traffic monitoring system further comprises an auxiliary terminal 105 matched with the edge server 103, wherein the auxiliary terminal 105 is used for collecting running information when the edge server 103 fails or is insufficient in service capacity, the running information is sent to the center server 102, the center server 102 sends control information to the auxiliary terminal 105 after processing, and the auxiliary terminal 105 transmits the information to the vehicle terminal 101.
A plurality of monitoring terminals 106 are further arranged in the sub-area 104, the monitoring terminals 106 are communicated with the edge server 103, and the monitoring terminals 106 comprise a vehicle monitoring unit and a road monitoring unit.
The sub-area 104 includes a linear sub-area 107 and a confluence sub-area 108, the linear sub-area 107 is a road without branches, and the confluence sub-area 108 is a road with a threshold length and a plurality of branches.
In a second embodiment, as shown in fig. 2, a method for operation and maintenance of a vehicle-road coordination system applied in an expressway scene includes the following steps:
s201, the edge server collects the driving information sent by the vehicle end and sends control information to the vehicle end according to the analysis of the driving information;
s202, the edge server processes secondary driving information obtained by the driving information and sends the secondary driving information to the central server;
and S203, when the edge server generates the control information, requesting the central server to acquire the secondary driving information of other edge servers.
The sub-area comprises a linear sub-area and a confluence sub-area, the linear sub-area is a road without branches, and the confluence sub-area is a road with a threshold length and a plurality of branches.
As shown in fig. 3, the bus area is controlled as follows:
s301, the edge server acquires vehicle information in a confluence sub-zone;
the method can be used for obtaining the data through modes such as video identification, GPS, Internet of things and the like.
S302, distributing the confluence sequence and confluence time by the edge server according to the vehicle information;
the situation in which two vehicles passing through the merging zone in sequence come from different roads is more complicated than that from the same road, i.e. the headways Δ t of vehicles from different roads2Greater than the headway deltat from the same road vehicle1. Alternating confluence from two roads (i.e., one vehicle from the main road and one vehicle from the ramp) will result in more transit time and travel delays. Thus, alternate merging is avoided by allowing as many vehicles from one road to pass through the merge area first as possible, and then letting a group of vehicles from another road pass through later, to minimize total transit time and travel delays.
And S303, planning a vehicle running track by the edge server based on confluence time and oil consumption optimization.
The confluence subarea comprises a merging area, a main road and an auxiliary road, wherein the main road and the auxiliary road are connected into the merging area, and the lengths of the main road and the auxiliary road are not less than 500 m.
The confluence sequence and confluence time are determined as follows:
obtaining an initial merging sequence according to vehicle information and a first-in first-out based strategy;
adjusting the initial merging sequence based on the same-road priority strategy to obtain a corrected merging sequence;
distributing confluence time to vehicles in the confluence subarea according to the corrected merging sequence;
the initial merging order is obtained as follows:
assuming that the vehicle k runs at a constant speed in the control area, the initial speed of each vehicle G (G e G ═ 1, 2., | G | } on the main road
Figure BDA0002871166310000081
And the initial distance from the merge area
Figure BDA0002871166310000082
The initial speed of each vehicle R (R belongs to R { | G | +1, | G | +2, · M | + | G | } on the auxiliary road
Figure BDA0002871166310000083
And the initial distance from the merge area
Figure BDA0002871166310000084
According to the time of each vehicle reaching the merge area, obtaining an initial sequence L ═ { L ═ of the vehicles reaching the merge areai|i＝1，2...，|G|+|R|}；
The modified merging order is obtained as follows:
during traversal of the initialized merge order, a swap operation occurs when the following conditions are satisfied:
when l isiAnd li-2For joining vehicles on a side road,/i-1And li+1If the following formula is satisfied for the main road vehicle, exchange li-1NotepadiPosition in the merging order;
Figure BDA0002871166310000091
wherein
Figure BDA0002871166310000092
For a vehicle li-2The time from the initial speed to the merging area,
Figure BDA0002871166310000093
for a vehicle liThe fastest time to merge is calculated as follows:
Figure BDA0002871166310000094
in the formula: v. ofmaxThe maximum speed of the vehicle allowed to pass on the road,
Figure BDA0002871166310000095
is the maximum acceleration allowed for the vehicle k,
Figure BDA0002871166310000096
the speed at which vehicle k reaches the merge area;
when l isiAnd li-2For vehicles in the main lane,. li-1And li+1If the following formula is satisfied when a vehicle is to be connected to the auxiliary road, exchange li-1And liPosition in the merging order:
Figure BDA0002871166310000097
the vehicle distribution confluence time is obtained according to the following method:
for the corrected merging sequence S ═ S { [ S ]iThe first vehicle s1 of i 1, 2., | G | + | R | }, if in the same lane as the last vehicle in the last merging order, is assigned to vehicle s1The combination time of (a) is shown as follows:
Figure BDA0002871166310000098
in the formula:
Figure BDA0002871166310000099
for vehicles s1The distributed merging time is K, and K is the last vehicle in the last merging sequence;
if the vehicle s1And the last vehicle in the last merging sequence is not in the same lane, and is allocated to the vehicle s1The combination time of (a) is shown as follows:
Figure BDA00028711663100000910
for the remaining vehicles in the merge order, if vehicle si-1And a vehicle siOn the same lane, to the assigned vehicle s1The combination time of (a) is shown as follows:
Figure BDA00028711663100000911
if the vehicle si-1And a vehicle siOn the same lane, to the assigned vehicle s1The combination time of (a) is shown as follows:
Figure BDA0002871166310000101
obtaining the time of the vehicles reaching the merging area based on the confluence time, and planning the driving track of each vehicle to minimize the oil consumption of each vehicle; the oil consumption is calculated according to the following formula:
Figure BDA0002871166310000102
in the formula:
Figure BDA0002871166310000103
and
Figure BDA0002871166310000104
for the real-time acceleration and speed of the vehicle k, q0～q3And p0～p3Is a constant term;
by setting the time step to Δ t, the velocity resolution to Δ v, and the acceleration resolution to Δ v, respectively
Figure BDA0002871166310000105
Discretizing a vehicle trajectory planning problem; for each vehicle k, from the initial time 0 to the merge time
Figure BDA0002871166310000106
Is divided into finite phases at Δ t time intervals; the real-time requirement of the vehicle cannot be met due to huge calculation amount caused by non-convexity and non-linearity of the vehicle. The invention disperses the vehicle track planning problem into a dynamic planning problem to solve.
Initial state of each stage
Figure BDA0002871166310000107
Wherein
Figure BDA0002871166310000108
vminFor the road to allow a minimum speed of the passing vehicle,
Figure BDA0002871166310000109
the distance from the vehicle k to the merging area at the moment t; the decision of each phase is the acceleration taken at the Δ t time interval
Figure BDA00028711663100001010
Wherein
Figure BDA00028711663100001011
The initial state and the decision of each stage affect the initial state of the next stage for the maximum deceleration allowed by the vehicle k, and the evaluation function corresponding to each decision is the reciprocal of the fuel consumption in the time interval of delta t and is shown by the following formula:
Figure BDA00028711663100001012
in the formula: t is twIs the initial moment of the current stage;
solving the dynamic planning model obtained in the step 2 by using an inverse sequence solution of dynamic planning to obtain the optimal running track plan of each vehicle, namely an acceleration decision sequence
Figure BDA00028711663100001013
Where W is the number of divided time segments.
The above are merely examples of the present application and are not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims (10)

1. The utility model provides a vehicle road cooperative system operation and maintenance system for under highway scene which characterized in that: the system comprises the following modules:
the vehicle end is used for collecting and uploading running information, and receiving and sending control information;
the server side is used for collecting the driving information sent by the vehicle side and sending control information to the vehicle side;
the server side comprises a central server and a plurality of edge servers in signal communication with the central server, the edge servers are in signal communication with the vehicle side, the road side is partitioned according to the path distance and/or function distribution to obtain sub-areas, one edge server is arranged in each sub-area, and the edge servers are arranged.
2. The operation and maintenance system of the vehicle-road cooperative system applied to the expressway scene as recited in claim 1, wherein: the edge server is used for interacting driving information and control information with the vehicle end in the subarea; and the central server is used for receiving the secondary driving information uploaded after the processing of the edge server and transmitting the secondary driving information to other required edge servers.
3. The operation and maintenance system of the vehicle-road cooperative system applied to the expressway scene as recited in claim 1, wherein: the vehicle-mounted intelligent management system further comprises an auxiliary terminal matched with the edge server, wherein the auxiliary terminal is used for collecting driving information and sending the driving information to the central server when the edge server fails or the service capacity is insufficient, the central server sends control information to the auxiliary terminal after processing the driving information, and the auxiliary terminal transmits the information to the vehicle end.
4. The operation and maintenance system of the vehicle-road cooperative system applied to the expressway scene as recited in claim 1, wherein: and a plurality of monitoring terminals are further arranged in the subareas and communicated with the edge server, and each monitoring terminal comprises a vehicle monitoring unit and a road monitoring unit.
5. The operation and maintenance system of the vehicle-road cooperative system applied to the expressway scene as recited in claim 1, wherein: the sub-area comprises a linear sub-area and a confluence sub-area, the linear sub-area is a road without branches, and the confluence sub-area is a road with a threshold length and a plurality of branches.
6. A vehicle-road cooperative system operation and maintenance method applied to a highway scene is characterized by comprising the following steps: the method comprises the following steps:
the edge server collects the driving information sent by the vehicle end and sends control information to the vehicle end according to the analysis of the driving information;
the edge server processes secondary driving information obtained by the driving information and sends the secondary driving information to the central server;
when the edge server generates the control information, it requests the center server to acquire the secondary driving information of the other edge servers.
7. The operation and maintenance method of the vehicle-road cooperative system applied to the expressway scene as recited in claim 6, wherein: the sub-area comprises a linear sub-area and a confluence sub-area, the linear sub-area is a road without branches, and the confluence sub-area is a road with a threshold length and a plurality of branches.
8. The operation and maintenance method of the vehicle-road cooperative system applied to the expressway scene as recited in claim 7, wherein: the bus-bar area is controlled according to the following method:
the edge server acquires vehicle information in a confluence subarea;
the edge server distributes the confluence sequence and confluence time according to the vehicle information;
and planning the vehicle running track by the edge server based on the confluence time and oil consumption optimization.
9. The operation and maintenance method of the vehicle-road cooperative system applied to the expressway scene as recited in claim 8, wherein: the confluence subarea comprises a merging area, a main road and an auxiliary road, wherein the main road and the auxiliary road are connected into the merging area, and the lengths of the main road and the auxiliary road are not less than 500 m.
10. The operation and maintenance method of the vehicle-road cooperative system applied to the expressway scene as recited in claim 8, wherein: the confluence sequence and confluence time are determined as follows:
obtaining an initial merging sequence according to vehicle information and a first-in first-out based strategy;
adjusting the initial merging sequence based on the same-road priority strategy to obtain a corrected merging sequence;
distributing confluence time to vehicles in the confluence subarea according to the corrected merging sequence;
the initial merging order is obtained as follows:
assuming that the vehicle k runs at a constant speed in the control area, the initial speed of each vehicle G (G e G ═ 1, 2., | G | } on the main road
Figure FDA0002871166300000021
And the initial distance from the merge area
Figure FDA0002871166300000022
The initial speed of each vehicle R (R belongs to R { | G | +1, | G | +2, · M | + | G | } on the auxiliary road
Figure FDA0002871166300000031
And the initial distance from the merge area
Figure FDA0002871166300000032
According to the time of each vehicle reaching the merge area, obtaining an initial sequence L ═ { L ═ of the vehicles reaching the merge areai|i＝1，2...，|G|+|R|}；
The modified merging order is obtained as follows:
during traversal of the initialized merge order, a swap operation occurs when the following conditions are satisfied:
when l isiAnd li-2For joining vehicles on a side road,/i-1And li+1If the following formula is satisfied for the main road vehicle, exchange li-1And liPosition in the merging order:
Figure FDA0002871166300000033
wherein
Figure FDA0002871166300000034
For a vehicle li-2The time from the initial speed to the merging area,
Figure FDA0002871166300000035
for a vehicle liThe fastest time to merge is calculated as follows:
Figure FDA0002871166300000036
in the formula: v. ofmaxThe maximum speed of the vehicle allowed to pass on the road,
Figure FDA0002871166300000037
is the maximum acceleration allowed for the vehicle k,
Figure FDA0002871166300000038
the speed at which vehicle k reaches the merge area;
when l isiAnd li-2For vehicles in the main lane,. li-1And li+1If the following formula is satisfied when a vehicle is to be connected to the auxiliary road, exchange li-1And liPosition in the merging order:
Figure FDA0002871166300000039
the vehicle distribution confluence time is obtained according to the following method:
for the corrected merging sequence S ═ S { [ S ]iFirst vehicle s of | i ═ 1, 2., | G | + | R | }1If the vehicle is in the same lane as the last vehicle in the previous merging sequence, the pair is assigned to the vehicle s1The combination time of (a) is shown as follows:
Figure FDA00028711663000000310
in the formula:
Figure FDA00028711663000000311
for vehicles s1The distributed merging time is K, and K is the last vehicle in the last merging sequence;
if the vehicle s1And the last vehicle in the last merging sequence is not in the same lane, and is allocated to the vehicle s1The combination time of (a) is shown as follows:
Figure FDA0002871166300000041
for the remaining vehicles in the merge order, if vehicle si-1And a vehicle SiOn the same lane, to the assigned vehicle s1The combination time of (a) is shown as follows:
Figure FDA0002871166300000042
if the vehicle si-1And a vehicle siOn the same lane, to the assigned vehicle s1The combination time of (a) is shown as follows:
Figure FDA0002871166300000043
obtaining the time of the vehicles reaching the merging area based on the confluence time, and planning the driving track of each vehicle to minimize the oil consumption of each vehicle; the oil consumption is calculated according to the following formula:
Figure FDA0002871166300000044
in the formula:
Figure FDA0002871166300000045
and
Figure FDA0002871166300000046
for the real-time acceleration and speed of the vehicle k, q0～q3And p0～p3Is a constant term;
by setting the time step to Δ t, the velocity resolution to Δ v, and the acceleration resolution to Δ v, respectively
Figure FDA0002871166300000047
Discretizing a vehicle trajectory planning problem; for each vehicle k, from the initial time 0 to the merge time
Figure FDA0002871166300000048
Is divided into finite phases at Δ t time intervals;
initial state of each stage
Figure FDA0002871166300000049
Wherein
Figure FDA00028711663000000410
vminFor the road to allow a minimum speed of the passing vehicle,
Figure FDA00028711663000000411
the distance from the vehicle k to the merging area at the moment t; the decision of each phase is the acceleration taken at the Δ t time interval
Figure FDA00028711663000000412
Wherein
Figure FDA00028711663000000413
The initial state and the decision of each stage affect the initial state of the next stage for the maximum deceleration allowed by the vehicle k, and the evaluation function corresponding to each decision is the reciprocal of the fuel consumption in the time interval of delta t and is shown by the following formula:
Figure FDA00028711663000000414
in the formula: t is twIs the initial moment of the current stage;
solving the dynamic planning model obtained in the step 2 by using an inverse sequence solution of dynamic planning to obtain the optimal running track plan of each vehicle, namely an acceleration decision sequence
Figure FDA0002871166300000051
Where W is the number of divided time segments.
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